U.S. patent application number 15/408670 was filed with the patent office on 2018-07-19 for automatically-shiftable hybrid transaxle.
This patent application is currently assigned to GM GLOBAL TECHNOLOGY OPERATIONS LLC. The applicant listed for this patent is GM GLOBAL TECHNOLOGY OPERATIONS LLC. Invention is credited to James M. Hart, Darrell Lee Robinette, Daryl A. Wilton.
Application Number | 20180201117 15/408670 |
Document ID | / |
Family ID | 62716563 |
Filed Date | 2018-07-19 |
United States Patent
Application |
20180201117 |
Kind Code |
A1 |
Hart; James M. ; et
al. |
July 19, 2018 |
AUTOMATICALLY-SHIFTABLE HYBRID TRANSAXLE
Abstract
An automatically-shiftable transaxle includes an input member
configured to receive an external power-source torque and rotate
about a first axis. The transaxle also includes torque transmitting
device(s) and a gear-train, each operatively connected to the input
member for selecting transaxle speed ratios, and a first transfer
gear operatively connected to the gear-train and rotatable about
the first axis. The transaxle also includes an intermediate shaft
rotatable about a second axis, and a second transfer gear rotatably
fixed to the intermediate shaft and meshed with the first transfer
gear. The transaxle additionally includes an electric motor
arranged on a third axis for providing a torque input to the second
transfer gear. Furthermore, the transaxle includes a differential
assembly operatively connected to the intermediate shaft and
rotatable about a fourth axis to thereby transmit a transaxle
output torque to drive the load. All four transaxle rotational axes
are arranged in parallel.
Inventors: |
Hart; James M.; (Belleville,
MI) ; Wilton; Daryl A.; (Macomb, MI) ;
Robinette; Darrell Lee; (Dollar Bay, MI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
GM GLOBAL TECHNOLOGY OPERATIONS LLC |
Detroit |
MI |
US |
|
|
Assignee: |
GM GLOBAL TECHNOLOGY OPERATIONS
LLC
Detroit
MI
|
Family ID: |
62716563 |
Appl. No.: |
15/408670 |
Filed: |
January 18, 2017 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60K 6/54 20130101; B60K
6/48 20130101; B60Y 2200/92 20130101; B60K 2006/4808 20130101; Y02T
10/62 20130101; Y10S 903/91 20130101; Y10S 903/917 20130101; B60K
6/40 20130101; B60K 6/365 20130101; B60Y 2400/73 20130101; B60K
2006/4816 20130101 |
International
Class: |
B60K 6/48 20060101
B60K006/48; F16H 37/08 20060101 F16H037/08; F16H 3/72 20060101
F16H003/72; B60K 6/365 20060101 B60K006/365; B60K 6/40 20060101
B60K006/40; B60K 6/54 20060101 B60K006/54 |
Claims
1. An automatically-shiftable transaxle for mounting to an external
power-source and transmitting a power-source torque therefrom, the
transaxle comprising: an input member configured to receive the
power-source torque and rotate about a first axis; a gear-train and
at least one torque transmitting device, each operatively connected
to the input member and cooperatively configured to select
transaxle speed ratios; a first transfer gear operatively connected
to the gear-train and configured to rotate about the first axis; an
intermediate shaft configured to rotate about a second axis that is
parallel to the first axis; a second transfer gear rotatably fixed
to the intermediate shaft and in mesh with the first transfer gear;
an electric motor arranged on a third axis that is parallel to the
second axis and configured to provide an electric motor torque
input to the second transfer gear; and a differential assembly
operatively connected to the intermediate shaft and configured to
rotate about a fourth axis that is parallel to the second axis to
thereby transmit a transaxle output torque to drive a load; and a
transaxle housing configured to support and retain each of the
input member, the gear-train, the at least one torque transmitting
device, the first transfer gear, the intermediate shaft, the second
transfer gear, the electric motor, and the differential assembly;
wherein: the electric motor includes a stator fixed to the
transaxle housing and a rotor fixed to a rotor shaft, the transaxle
further comprising: a third transfer gear in mesh with the second
transfer gear and a reduction gear-set configured as an epicyclic
gear-set the epicyclic gear-set includes a ring gear fixed to the
transaxle housing and a carrier member directly connected to the
third transfer gear and supporting a plurality of pinion gears in
mesh with the rotor shaft and the epicyclic gear-set is configured
to generate a speed ratio between the plurality of pinion gears and
the rotor shaft.
2. The automatically-shiftable transaxle according to claim 1,
wherein the gear-train includes a planetary gear-set having first,
second, and third members, and wherein the first transfer gear is
in mesh with the third member of the gear-set.
3. The automatically-shiftable transaxle according to claim 2,
wherein the first member is a ring gear, the second member is a
planetary carrier, and the third member is a sun gear.
4. The automatically-shiftable transaxle according to claim 1,
further comprising an interlocking device configured to selectively
connect the electric motor to the second transfer gear and thereby
provide a variable electric motor torque input to the second
transfer gear as the electric motor torque input.
5. The automatically-shiftable transaxle according to claim 4,
wherein the interlocking device is configured as one of a
synchronizer and a dog-clutch.
6. The automatically-shiftable transaxle according to claim 1,
wherein the intermediate shaft includes a first outer spline in
mesh with the second transfer gear.
7. The automatically-shiftable transaxle according to claim 6,
wherein: the intermediate shaft includes a second outer spline; the
differential assembly includes a differential housing and a
differential ring gear fixed to the differential housing; and the
second outer spline is in mesh with the differential ring gear.
8. (canceled)
9. The automatically-shiftable transaxle according to claim 1,
wherein the rotor shaft is supported with respect to the transaxle
housing via a plurality of bearings.
10. (canceled)
11. A vehicle comprising: a power-source configured to generate a
power-source torque; an automatically-shiftable transaxle mounted
externally to the power-source and configured to transmit the
power-source torque; and a road wheel configured to receive the
power-source torque transmitted by the transaxle; wherein the
transaxle includes: an input member configured to receive the
power-source torque and rotate about a first axis; a gear-train and
at least one torque transmitting device, each operatively connected
to the input member and cooperatively configured to select
transaxle speed ratios; a first transfer gear operatively connected
to the gear-train and configured to rotate about the first axis; an
intermediate shaft configured to rotate about a second axis that is
parallel to the first axis; a second transfer gear rotatably fixed
to the intermediate shaft and in mesh with the first transfer gear;
an electric motor arranged on a third axis that is parallel to the
second axis and configured to provide an electric motor torque
input to the second transfer gear; and a differential assembly
operatively connected to the intermediate shaft and configured to
rotate about a fourth axis that is parallel to the second axis to
thereby transmit a transaxle output torque to drive the road wheel;
and a transaxle housing configured to support and retain each of
the input member, the gear-train, the at least one torque
transmitting device, the first transfer gear, the intermediate
shaft, the second transfer gear, the electric motor, and the
differential assembly; wherein: the electric motor includes a
stator fixed to the transaxle housing and a rotor fixed to a rotor
shaft, the transaxle further comprising: a third transfer gear in
mesh with the second transfer gear and a reduction gear-set
configured as an epicyclic gear-set the epicyclic gear-set includes
a ring gear fixed to the transaxle housing and a carrier member
directly connected to the third transfer gear and supporting a
plurality of pinion gears in mesh with the rotor shaft and the
epicyclic gear-set is configured to generate a speed ratio between
the plurality of pinion gears and the rotor shaft.
12. The vehicle according to claim 11, wherein the gear-train
includes a planetary gear-set having first, second, and third
members, and wherein the first transfer gear is in mesh with the
third member of the gear-set.
13. The vehicle according to claim 12, wherein the first member is
a ring gear, the second member is a planetary carrier, and the
third member is a sun gear.
14. The vehicle according to claim 11, wherein the
automatically-shiftable transaxle additionally includes an
interlocking device configured to selectively connect the electric
motor to the second transfer gear and thereby provide a variable
electric motor torque input to the second transfer gear as the
electric motor torque input.
15. The vehicle according to claim 14, wherein the interlocking
device is configured as one of a synchronizer and a dog-clutch.
16. The vehicle according to claim 11, wherein the intermediate
shaft includes a first outer spline in mesh with the second
transfer gear.
17. The vehicle according to claim 16, wherein: the intermediate
shaft includes a second outer spline; the differential assembly
includes a differential housing and a differential ring gear fixed
to the differential housing; and the second outer spline is in mesh
with the differential ring gear.
18. (canceled)
19. The vehicle according to claim 11, wherein the rotor shaft is
supported with respect to the transaxle housing via a plurality of
bearings.
20. (canceled)
Description
[0001] The disclosure relates to an automatically-shiftable
transaxle with an internal electric motor.
[0002] Modern motor vehicles frequently employ a powertrain that
includes a power-source, such as an internal combustion engine, a
multi-speed automatically-shiftable or automatic transmission, and
a differential or final drive. In cases where the automatic
transmission incorporates the differential, the resultant assembly
is then typically identified as an automatic transaxle. In
front-wheel-drive (FWD) vehicles, the powertrain, including the
automatic transaxle, may be mounted transversely with respect to
the vehicle's longitudinal axis. A transversely mounted automatic
transaxle permits the powertrain to be packaged and the
power-source torque to be applied to driven wheels in a restricted
underhood space.
[0003] An automatic multi-speed transaxle increases the overall
operating range of the vehicle by permitting the engine to operate
through its torque range multiple times without requiring an
operator of the vehicle to manually select specific speed-ratios.
The number of forward gear ranges or speed-ratios that are
available in the transaxle determines the number of times the
engine torque range is repeated. An automatic transaxle such as
above may utilize an epicyclic or planetary gearing, or a parallel
shaft mounted gear-train, such as in a Dual-Clutch transaxle (DCT),
for affecting specific transaxle speed-ratios.
[0004] A modern automatic transaxle is typically controlled by an
electronic controller, which may either be a dedicated transaxle
control unit (TCU) or powertrain control module (PCM) configured to
control the entire powertrain, including the power-source. The
appropriate controller generally uses data provided by sensors from
various vehicle systems to calculate how and when to change gears
in the vehicle for optimum performance, fuel economy, and shift
quality.
SUMMARY
[0005] An automatically-shiftable transaxle for mounting to an
external power-source and transmitting a power-source torque
therefrom includes an input member configured to receive the
power-source torque and rotate about a first axis. The transaxle
also includes a gear-train and at least one torque transmitting
device, each operatively connected to the input member and
cooperatively configured to select transaxle speed ratios. The
transaxle additionally includes a first transfer gear operatively
connected to the gear-train and configured to rotate about the
first axis. The transaxle also includes an intermediate shaft
configured to rotate about a second axis that is parallel to the
first axis, and a second transfer gear rotatably fixed to the
intermediate shaft and in mesh with the first transfer gear. The
transaxle additionally includes an electric motor arranged on a
third axis that is parallel to the second axis and configured to
provide an electric motor torque input to the second transfer gear.
Furthermore, the transaxle includes a differential assembly
operatively connected to the intermediate shaft and configured to
rotate about a fourth axis that is parallel to the second axis to
thereby transmit a transaxle output torque to drive a load.
[0006] The gear-train may include a planetary gear-set having
first, second, and third members. In such a case, the first
transfer gear may be in mesh with the third member of the
gear-set.
[0007] The first member may be a ring gear, the second member may
be a planetary carrier, and the third member may be a sun gear.
[0008] The transaxle may also include an interlocking device
configured to selectively connect the electric motor to the second
transfer gear and thereby provide a variable electric motor torque
input to the second transfer gear as the electric motor torque
input.
[0009] The interlocking device may be configured as either a
synchronizer or a dog-clutch.
[0010] The intermediate shaft may include a first outer spline in
mesh with the second transfer gear.
[0011] The intermediate shaft may include a second outer spline.
The differential assembly may include a differential housing and a
differential ring gear fixed to the differential housing.
Additionally, the second outer spline may be in mesh with the
differential ring gear.
[0012] The transaxle may also include a transaxle housing. In such
a case, each of the input member, the gear-train, the at least one
torque transmitting device, the first transfer gear, the
intermediate shaft, the second transfer gear, the electric motor,
and the differential assembly may be retained in and supported by
the transaxle housing.
[0013] The electric motor may include a stator fixed to the
transaxle housing and a rotor fixed to a rotor shaft. The rotor
shaft may be supported with respect to the transaxle housing via a
plurality of bearings.
[0014] The transaxle may additionally include a third transfer gear
in mesh with the second transfer gear and a reduction gear-set
operatively connecting the third transfer gear to the rotor shaft
and configured to generate a speed ratio therebetween,
[0015] The reduction gear-set may be configured as an epicyclic
gear-set having a ring gear fixed to the transaxle housing and a
carrier member fixed to the third transfer gear and supporting a
plurality of pinion gears in mesh with the rotor shaft.
[0016] A vehicle employing the automatically-shiftable transaxle
mounted externally to a power-source and configured to transmit a
power-source torque is also disclosed.
[0017] The above features and advantages, and other features and
advantages of the present disclosure, will be readily apparent from
the following detailed description of the embodiment(s) and best
mode(s) for carrying out the described disclosure when taken in
connection with the accompanying drawings and appended claims.
BRIEF DESCRIPTION OF THE DRAWINGS
[0018] FIG. 1 is a schematic illustration of a vehicle employing a
powertrain that includes an internal combustion engine connected to
an automatic transaxle incorporating an electric motor, according
to the disclosure.
[0019] FIG. 2 is a schematic close-up cross-sectional plan view of
the automatic transaxle shown in FIG. 1.
[0020] FIG. 3 is a schematic close-up illustration of the electric
motor shown in FIGS. 1 and 2.
[0021] FIG. 4 is a schematic front view of the automatic transaxle
shown in FIGS. 1 and 2, depicting a relative arrangement of
transaxle parallel shafts and meshed transaxle elements positioned
thereon.
DETAILED DESCRIPTION
[0022] Referring to FIGS. 1 and 2, a vehicle 10 having a powertrain
12 is depicted. The vehicle 10 may include, but not be limited to,
a commercial vehicle, industrial vehicle, passenger vehicle,
aircraft, watercraft, train or the like. It is also contemplated
that the vehicle 10 may be any mobile platform, such as an
airplane, all-terrain vehicle (ATV), boat, personal movement
apparatus, robot and the like to accomplish the purposes of this
disclosure.
[0023] The powertrain 12 includes a power-source 14 configured to
generate torque T.sub.i for propulsion of the vehicle 10 via driven
wheels 16 relative to a road surface 18. The powertrain 12 also
includes a multiple speed-ratio automatically-shiftable, a.k.a.,
automatic, transaxle 20. The powertrain 12 is mounted transversely
in the vehicle 10 along a general axis X, i.e., at approximately 90
degrees relative to a longitudinal axis Y of the vehicle. As
understood by those skilled in the art, such a transverse mounting
of the powertrain 12 is frequently employed for packaging purposes
in front-wheel-drive (FWD) vehicles, where the driven road wheel(s)
16 are arranged proximate a front end 10-1 of the vehicle 10.
[0024] The automatic transaxle 20 is operatively connected to the
power-source 14, i.e., externally mounted to the power-source and
configured to transfer the torque T.sub.i generated by the
power-source to the driven wheels 16. The transaxle 20 is further
configured to receive and then selectively multiply, reduce, or
leave unmodified the torque T.sub.i to achieve a resultant
transaxle output torque T.sub.o for driving the vehicle 10. The
driven wheels 16 may be operatively connected to the transaxle 20,
such as via drive- or half-shafts 22, and configured to receive the
transaxle output torque T.sub.o. A vehicle accelerator 24, such as
a pedal or a lever, is provided for the vehicle operator to control
the power-source torque T.sub.i for driving the vehicle 10.
[0025] The power-source 14 may include an internal combustion
engine, a fuel-cell, and/or an electric motor (not shown) mounted
in the vehicle 10 and having the automatic transaxle 20 mounted
externally thereto. However, for conciseness and clarity, the
present disclosure will concentrate on the embodiment of the
power-source 14 that includes solely the internal combustion
engine. Accordingly, although the numeral 14 should be seen as
generally attributable to such embodiments of the envisioned
powertrain, for the remainder of the present disclosure, the
numeral 14 will be used to denote the specific embodiment of the
powertrain having solely the internal combustion engine. As such,
the power-source input torque T.sub.i will be hereinafter
referenced as engine 14 torque. Although not shown, the particular
engine 14 includes a crankshaft for converting reciprocal motion of
its pistons (not shown) into rotational motion and generating the
input torque T.sub.i, as is understood by those skilled in the
art.
[0026] The transaxle 20 is paired with the engine 14 at an
engine-transaxle interface using any appropriate means, including
fasteners (not shown), such as threaded screws and dowels. As shown
in FIG. 2, the transaxle 20 includes a transaxle housing or case 30
for retaining a gear-train 32 configured to provide a predetermined
number of selectable gear ratios for operatively connecting the
engine crankshaft to the driven wheels 16. The gear-train 32 has a
number of gear elements 34, generally in the nature of one or more
planetary gear-sets configured to provide a predetermined number of
selectable gear ratios for operatively connecting the engine
crankshaft to the driven wheels 16. The transaxle 20 also includes
an input member 36, such as a shaft, configured to receive the
engine 14 torque T.sub.i and transfer the subject torque to the
gear-train 32. As also shown in FIG. 2, the input member 36 is
configured to rotate about a first axis X1. The transaxle input
member 36 is generally selectively connectable to the engine 14
through a fluid coupling 38, such as a torque converter.
[0027] The transaxle 20 also includes one or more torque
transmitting devices 40, such as clutches and brakes, retained by
the transaxle housing 30. The gear-train 32 and the torque
transmitting device(s) 40 are operatively connected to the input
member 36 and are cooperatively configured to select transaxle
speed ratios to generate a predetermined amount of transaxle output
torque T.sub.o. The transaxle speed ratio is generally defined as
the transaxle input speed divided by the transaxle output speed.
Shifting from one speed ratio to another is typically performed in
response to a position of the vehicle accelerator 24 and assessed
vehicle road speed. Shifting between speed ratios generally
involves releasing one or more "off-going" torque transmitting
devices 40 associated with the current speed ratio, and applying
one or more "on-coming" torque transmitting devices 40 associated
with the desired speed ratio. The transaxle 20 also includes a
differential or final-drive assembly 42 configured to transmit the
transaxle output torque T.sub.o for driving an external load, such
as the driven road wheels 16.
[0028] The transaxle 20 includes a first transfer gear 44
operatively connected to the gear-train 30 and configured to rotate
about the first axis X1. As shown in FIG. 2, in the gear-train 32,
a particular planetary gear-set embodiment of the gear elements 34
may include a first member 34-1, a second member 34-2, and a third
member 34-3. According to the disclosure, the first member 34-1 may
be a ring gear, the second member 34-2 may be a planetary carrier
supporting a plurality of pinion gears, and the third member 34-3
may be a sun gear. The first transfer gear 44 may be in mesh, i.e.,
in meshed engagement, with the third member 34-3, i.e., the sun
gear, of the subject planetary gear-set 34. The transaxle 20 also
includes an intermediate shaft 46 configured to rotate about a
second axis X2 that is arranged in parallel with the first axis X1
and a second transfer gear 48 rotatably fixed to the intermediate
shaft and in mesh with the first transfer gear 44. Specifically,
the intermediate shaft 46 may include a first outer spline 46A in
mesh with the second transfer gear 48.
[0029] With continued reference to FIG. 2, the transaxle 20
additionally includes an electric motor 50 arranged on a third axis
X3 that is arranged in parallel with the second axis X2. As shown,
the electric motor 50 includes a stator 50-1 fixed to the transaxle
housing 30 and a rotor 50-2 fixed to a rotor shaft 52. The electric
motor 50 is configured to provide an electric motor torque input
T.sub.e to the second transfer gear 48. Similar to the gear-train
30, the input member 36, the torque transmitting device(s) 40, the
first transfer gear 44, the intermediate shaft 46, the second
transfer gear 48, as well as specific elements of the differential
assembly 42, the rotor shaft 52 may be supported with respect to
the transaxle housing 30 via a bearings 53, such as roller
bearings, pin bearings, thrust bearings, etc. As shown in FIGS. 2
and 3, an interlocking device 54 may be employed to selectively
connect the electric motor 50 to the second transfer gear 48 and
thereby provide a variable electric motor torque input T.sub.e to
the second transfer gear. Such an interlocking device 54 may, for
example, be configured either as a synchronizer or a
dog-clutch.
[0030] The differential assembly 42 is operatively connected to the
intermediate shaft 46 and configured to rotate about a fourth axis
X4 that is arranged in parallel with the second axis X2 to thereby
transmit the transaxle output torque T.sub.o for driving the
external load. Accordingly, the four transaxle rotational axes
X1-X4 are arranged in parallel relative to one another. To affect
the above connection between the differential assembly 42 and the
intermediate shaft 46, the intermediate shaft 46 may include a
second outer spline 46B, while the differential assembly 42 may
include a differential housing 56 and a differential ring gear 58
fixed to the differential housing. Although not immediately
apparent in FIG. 2 because of the planar depiction of the transaxle
20, in such a construction, the second outer spline 46B may be in
mesh with the differential ring gear 58 to transmit torque from the
gear-train 32 to the differential housing 56. Overall, as shown in
FIG. 2, in addition to the gear-train 32, the transaxle housing 30
is configured to retain each of the gear-train 32, the input member
36, the torque transmitting device(s) 40, the first transfer gear
44, the intermediate shaft 46, the second transfer gear 48, the
electric motor 50, and the differential assembly 42.
[0031] As shown in FIG. 2, a third transfer gear 60 is arranged on
the third axis X3. The third transfer gear 60 is operatively
connected to the electric motor 50 and is in mesh with the second
transfer gear 48. A reduction gear-set 62 arranged on the third
axis X3 may operatively connect the third transfer gear 60 to the
rotor shaft 52 and be configured to generate a speed ratio
therebetween. The reduction gear-set 62 may be configured as an
epicyclic gear-set having a ring gear 62-1 fixed to the transaxle
housing 30. The epicyclic reduction gear-set 62 may also include a
carrier member 62-2 fixed to the third transfer gear 60 and
supporting a plurality of pinion gears 62-3 in mesh with the rotor
shaft 52. In such an arrangement, the rotor shaft 52 performs the
role of a sun gear in the epicyclic reduction gear-set 62.
Accordingly, the electric motor 50 may apply the electric motor
torque T.sub.e via the reduction gear-set 62 to the differential
housing 56 through the differential ring gear 58. The electric
motor torque T.sub.e may be applied to the differential housing 56
to assist the engine torque T.sub.i or to provide solely electric
propulsion of the vehicle 10.
[0032] The transaxle 20 may be controlled by a programmable
controller 64 to achieve a desired propulsion of the vehicle 10 in
response to command(s) from an operator of the subject vehicle.
Specifically, the controller 64 may be programmed to regulate
operation of the torque transmitting devices 40 to select transaxle
20 speed ratios, activate the electric motor 50, and engage the
interlocking device 54 to generate a predetermined amount of
transaxle output torque T.sub.o. The controller 64 may include a
central processing unit (CPU) that regulates various functions on
the vehicle 10, or be configured as a powertrain control module
(PCM) configured to control the entire powertrain 12, or a
dedicated transaxle control unit (TCU) for controlling solely the
transaxle 20. Configured as either a CPU or a PCM for the
powertrain 12, the controller 64 may be employed to control and
coordinate operation of the power-source 14 and the transaxle 20.
In either of the above configurations, the controller 64 includes a
processor and tangible, non-transitory memory, which includes
instructions for operation of the transaxle 20 programmed therein.
The memory may be an appropriate recordable medium that
participates in providing computer-readable data or process
instructions. Such a recordable medium may take many forms,
including but not limited to non-volatile media and volatile
media.
[0033] Non-volatile media for the controller 64 may include, for
example, optical or magnetic disks and other persistent memory.
Volatile media may include, for example, dynamic random access
memory (DRAM), which may constitute a main memory. Such
instructions may be transmitted by one or more transmission medium,
including coaxial cables, copper wire and fiber optics, including
the wires that comprise a system bus coupled to a processor of a
computer. Memory of the controller 64 may also include a floppy
disk, a flexible disk, hard disk, magnetic tape, another magnetic
medium, a CD-ROM, DVD, another optical medium, etc. The controller
64 may be configured or equipped with other required computer
hardware, such as a high-speed clock, requisite Analog-to-Digital
(A/D) and/or Digital-to-Analog (D/A) circuitry, necessary
input/output circuitry and devices (I/O), as well as appropriate
signal conditioning and/or buffer circuitry. Algorithms required by
the controller 64 or accessible thereby may be stored in the memory
and automatically executed to provide the required functionality of
the transaxle 20.
[0034] The detailed description and the drawings or figures are
supportive and descriptive of the disclosure, but the scope of the
disclosure is defined solely by the claims. While some of the best
modes and other embodiments for carrying out the claimed disclosure
have been described in detail, various alternative designs and
embodiments exist for practicing the disclosure defined in the
appended claims. Furthermore, the embodiments shown in the drawings
or the characteristics of various embodiments mentioned in the
present description are not necessarily to be understood as
embodiments independent of each other. Rather, it is possible that
each of the characteristics described in one of the examples of an
embodiment may be combined with one or a plurality of other desired
characteristics from other embodiments, resulting in other
embodiments not described in words or by reference to the drawings.
Accordingly, such other embodiments fall within the framework of
the scope of the appended claims.
* * * * *